US3358139A

US3358139A - Car retarder control system

Info

Publication number: US3358139A
Application number: US54075A
Authority: US
Inventors: Willis R Smith
Original assignee: General Signal Corp
Current assignee: SPX Corp
Priority date: 1960-09-06
Filing date: 1960-09-06
Publication date: 1967-12-12
Anticipated expiration: 1984-12-12
Also published as: DE1405685A1

Description

W. R. SMITH CAR RETARDER CONTROL SYSTEM vDec. l2, 1967 H| S ATTORNEY Dec. 12, 1967 w. R. SMITH 3,358,139

CAR RETARDER CONTROL SYSTEM Filed Sept. 6. 1960 19 Sheets-Sheet 2 Dec. 12, 1967 w. R. SMITH CAR RE'TARDER CONTROL SYSTEM O wir Dec. 12, 1967 w. R. SMITH CAR RETARDER CONTROL SYSTEM 19 Sheets-Sheet 4 Filed Sept. 6. 196C INVENTOR. W. R. SMITH Hls NIW Dec. 12, 1967 w. R. SMITH CAR RETARDER CONTROL SYSTEM 19 Sheets-Sheet Filed Sept. 6. 195C IP--l I b---I INVENTOR. W. R. SMITH BY I Hls YAToRmr-J.

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w. R. SMITH HIS ATTORNEY United States Patent C) 3,358,139 CAR RETARDER CONTROL SYSTEM Willis R. Smith, Rochester, N.Y., assignor to General Signal Corporation Filed Sept. 6, 1960, Ser. No. 54,075 4 Claims. (Cl. 246-182) This invention generally relates to car retarder control systems for use in railway classification yards, and more 'particularly pertains to a car retarder control system whereby control is applied in accordance with the distance a railway car cut must travel to its coupling point.

In the usual classification yard layout, a single hump track, having an elevated portion known as the crest, branches out through track switches into a plurality of group tracks and each of these group tracks further branches out through still more track switches into a plurality of storage tracks. Normally then, the cuts of railway cars being classified are allowed to roll, under influence of gravity, from the crest of the yard hump track onto predesignated storage tracks in accordance with the manner in which these cuts of railway cars are to be made up into various outgoing trains, the actuation of the various track switches encountered being controlled by automatic switching means. v

To prevent large impacts from occurring when one railway car cut couples with the cars already standing on the designated storage track and therefore also to prevent damage to both cars and contents, various car retarders are strategically positioned at certain locations in the yard track layout to apply enough retardation to each cut of railway cars being classified to cause smooth coupling. In the usual classification yard a single car retarder, known as the hump retarder, is positioned on the hump track so as to be effective on every cut of railway cars, while each group track is equipped with its own car retarder, known as the group retarder which is effective only on car cuts routed to the associated group track.

Obviously, each railway car cut is individual in nature with respect to its -performance during free rolling movement and therefore these car retarders, both hump and group, are normally conditioned to apply braking action in accordance with the various factors affecting the free rolling movement of the railway car cuts which include, among other things, rolling resistance and weight of cut. In addition, it seems apparent that one of the more important factors whereby the car retarders should be controlled, and each cut retarded to prevent excessive coupling impacts, is the distance a cut must travel to the coupling point on its designated storage track. Therefore, it is proposed in accordance with the present invention to provide control of the car retarders dependent upon the distance a cut must travel to its cou-pling point.

However, it should be pointed out at this time that in the normal classification yard, the hump retarder; i.e. the retarder situated on the hump track is employed mainly to apply initial retardation to each cut being classified so as to maintain the desired separation between distinct cuts for proper operation of the various track switches, and therefore it seems more advisable to apply control, in accordance with the distance a car must travel to its coupling point, to the group car retarders. Therefore, the control system of the present invention is more particularly associated with the group retarders than with the hump retarders. However, it should be understood that such retarder control as provided by the control system of the present invention may be used to control the hump car retarder as well as, or in preference to, the group car retarder where such control is deemed advisable.

Without attempting to define the scope of the present invention, it is proposed in accordance herewith to utilize ice a track fullness detection system similar to that disclosed in the U.S. application of K. H. Frielinghaus, Ser. No.- 22,191, filed Apr. 14, 1960, now abandoned, for obtaining a digital registration representative of the measured or actual distance that the various car cuts must travel to the coupling points on their designated storage tracks. However, Whereas, in the system as disclosed in the aforementioned Frielinghaus application, it was intended that the detection of the motional status on a particular storage track be performed before the digital registration of the so called distance-to-go is established for that stor age track, it is more specifically proposed, in accordance with the present invention, to first establish the digital registration of the actual distance to coupling point for a particular cut and at some later time investigate the motional status on the designated storage track for that cut. Furthermore, it is intended, in the embodiment of the present invention shown herein, that the digital registration of the actual distance to coupling for a particular car Ibe indicative of the total track distance' extending between the exit end of the group retarder, associated with this particular car cut, and the rear axle of the last car having entered a storage track for which this car is bound, irrespective of whether or not this last car is in motion.

It is further proposed to provide a stored registration, representative of the distance to coupling for a railway car cut, and usable, for example, in the event that motion is occurring on the particular storage track thereby setting up one condition wherein the actual distance to coupling registration, as provided by the above mentioned track fullness detection system, is unusable.

It is further proposed to cause selection between the actual and stored distance to coupling registrations in accordance with the various conditions wherein the actual distance to coupling registration is unusable. Among these various conditions are; an indication-of motion occurring on the storage track, vinsufficient time lapse to detect motion on the storage track, and the fact that the storage track may be filled to capacity.

It is further proposed that this stored registration of the distance to coupling be produced by employing a car counting system which subtracts the number of cars in each distinct cut from the distance to coupling registration selected for that cut, thus keeping a continual check on the vacancy of the storage tracks. In other words, the stored distance to coupling registration associated with each cut of railway cars is the selected registration for the preceding cut, destined for the same storage track, less the number of cars counted in that preceding cut.

It is then proposed to feed the selected distance to coupling registration, either actual or stored, to an analog computer along with the various other factors affecting the free rolling movement of the railway car cuts; such as, the rolling resistance and weight of the cut, and it is intended in accordance with the present invention that the above mentioned analog computer be of the type which solves the equation(s) preset in it and which provides as an output a voltage analog of the correct speed which each cut should eXit from its associated group retarder so as to cause smooth coupling between the railway car cuts.

In order that a single computer may be employed to handle every cut of railway cars being routed, thus eliminating the need for a separate computer at each group retarder, it is further proposed to employ certain voltage storages capable of successively storing a plurality of these computed outputs, as associated with successive railway car cuts, until the successive cuts are about to enter their designated group retarders; i.e. each successive output from the analog computer advances, in turn, through the storages until called for by the detection of the car Patented Dec. 12, 1967

Claims

1. IN A CONTROL SYSTEM FOR A CAR RETRADER IN A RAILWAY CLASSIFICATION YARD INCLUDING A PLURALITY OF STORAGE TRACKS TO WHICH RAILWAY CAR CUTS ARE SELECTIVELY ROUTED, THE COMBINATION OF, REGISTRATION MEANS FOR PROVIDING A REGISTRATION OF AVAILABLE STORAGE SPACE ON EACH OF SAID STORAGE TRACKS, CAR RETRADER CONTROL MEANS FOR OPERATING SAID CAR RETRADER TO APPLY A PREDETERMINED AMOUNT OF BRAKING ACTION TO A PARTICULAR CAR CUT PASSING THERETHROUGH IN ACCORDANCE WITH THE AVAILABLE STORAGE SPACE ON THE STORAGE TRACK TO WHICH SAID PARTICULAR CAR CUT IS BEING ROUTED AS REGISTERED BY SAID REGISTRATION MEANS, CORRECTION MEANS EFFECTIVE WHEN MANUALLY OPERATED TO ONE OF A PLURALITY OF CONDITIONS EACH ASSOCIATED WITH A PREDETERMINED VALUE OF AVAILABLE STORAGE SPACE FOR CHANGING THE EXISTING REGISTRATION OF SAID REGISTERING MEANS INTO AGREEMENT WITH THAT VALUE ASSOCIATED WITH OPERATED CONDITION OF SAID CORRECTION MEANS, AND MEANS RESPONSIVE TO THE EXISTING STORAGE SPACE REGISTRATION OF SAID REGISTERING MEANS AND THE PREDETERMINED VALUE OF STORAGE SPACE ASSOCIATED WITH EACH MANUALLY OPERATED CONDITION OF SAID CORRECTION MEANS FOR PERMITTING A CHANGE IN THE EXISTING AVAILABLE STORAGE SPACE REGISTRATION OF SAID REGISTERING MEANS ONLY PROVIDED THAT THE PREDETERMINED VALUE OF STORAGE SPACE ASSOCIATED WITH THE OPERATED POSITION OF SAID CORRECTION MEANS IS LESS THAN THE EXISTING STORAGE SPACE REGISTRATION OF SAID REGISTERING MEANS.

3. IN A CAR RETRADER CONTROL SYSTEM FOR A RAILWAY CLASSIFICATION YARD WHEREIN RAILWAY CAR CUTS ARE SELECTIVELY ROUTED TO DESIGNATED ONES OF A PLURALITY OF STORAGE TRACKS, THE COMBINATION OF, A FIRST PLURALITY OF REGISTERING DEVICES RENDERED EFFECTIVE FOR EACH CAR CUT BEING ROUTED TO PROVIDE A REGISTRATION IN CONVENTIONAL BINARY CODE FROM INDICATIVE OF THE NUMBER OF AVAILABLE CAR STORAGE SPACES ON THE DESIGNATED STORAGE TRACK TO WHICH SAID CAR CUT IS DESTINED, A SECOND PLURALITY OF REGISTERING DEVICES, CONVERTER MEANS RESPONSIVE TO THE REGISTRATION OF SAID FIRST PLURALITY OF REGISTERING DEVICES FOR ACTUATING SAID SECOND PLURALITY OF REGISTERING DEVICES TO PROVIDE A REGISTRATION IN REFLECTED BINARY CODE FORM INDICATIVE OF SAID NUMBER OF AVAILABLE CAR STORAGE SPACES ON SAID DESIGNATED STORAGE TRACK, WHEREBY ONLY ONE OF SAID SECOND REGISTERING DEVICES IS ACTUATED FOR EACH INTEGRAL CHANGE IN THE NUMBER OF AVAILABLE STORAGE SPACES ON SAID DESIGNATED STORAGE TRACK A CAR RETRADER FOR RETARDING THE CAR CUT BEING ROUTED TO SAID DESIGNATED STORAGE TRACK, AND CAR RETRADER CONTROL MEANS RESPONSIVE TO THE REFLECTED BINARY CODE FORM REGISTRATION OF SAID SECOND PLURALITY OF REGISTERING DEVICES FOR OPERATING SAID CAR RETRADER TO APPLY RETRADATION TO SAID CAR CUT IN ACCORDANCE WITH THE AVAILABLE STORAGE SPACE ON SAID DESIGNATED STORAGE TRACK.